Hydraulic window regulator mechanism



May 5. 1942. J. B. PARSONS 2,282,2 0-

HYDRAULIC WINDOW REGULATOR MECHANISM Filed June 24, 1940 2 Sheets-Sheet 1 N INVENTOR.

JOHN .B. PAE'JONS A TTORNEY May 5, 1942. J. B. PARSONS HYDRAULIC WINDOW REGULATOR MECHANISM 2 Sheejcs-Sheet- 2 Filed June 24, 1940 VENTDR.

JoZ-w .B. AFB-SONG m QM ATTORNEY Patented May 1942 UNITED STATES PATENT OFFICE 2,282,240

John B. Parsons, Toledo, Ohio Application June 24, 1940, Serial No. 341,987 2 Claims. 268-125) This invention relates to automotive vehicle window regulators, and is particularly directed to automatic mean for controlling the windows of such vehicles, 3

An object of the invention is to provide an automatic regulator for vehicle windows withv electrically controlled fluid pressure means for actuating the window having improved means to compensate for variations in temperature of the fluid and to militate against damage to the structure in the event the window encountersan obstruction.

Another object of the invention is to provide a regulator with a power cylinder'having the temperature compensating means incorporated therein.

A further object of the invention is to provide electrically energizable control means for the power cylinders located remotely therefrom to enhance installation and maintenance.

Still another object is to provide a window regulator with power actuating means coupled with the window having relatively movable parts the other end of spring 36 actuated in response to variations in the flow of fluid under pressure controlled by electro-responsive means separately located therefrom.

Further objects and advantages of the invention will appear as the description proceeds in connection with the accompanying drawings. in which Figure l is a diagrammatic view of one embodiment of the present invention, one of a plurality of windows to be operated being illustrated;'

Figure 2 is an enlarged fragmentary view of the window and operating means shown in Figure 1;

Figure 3 is a side view of the structure shown in Figure 2; and

Figure 4 is an enlarged detail view, portions being shown in section to illustrate the power unit control mechanism of the invention.

Referring to the drawings, Figure 1 illustrates somewhat fragmentarily a portion of anautomobile indicated generally at Ill, and shown as including a dash board I4, floor l5 and toe board l6. One of the doors l8 of the vehicle is shown One end of arm 23 rides ina horizontal slot in the retainer 25, the arm being pivoted adjacent its other end to a bracket plate 21. Arm 23 is connected by a triangular plat 28 and a link 29 for operation by a power unit 30.

The power unit 30 comprises a cylinder 3| within which is reclprocably mounted a piston 32 universally connected to the lower end of link 29. Cylinder 3| is supported by a pair of vertical brackets 34 and 35 flxed to the door structure it. Within the piston 32 is an helical expansion spring 38 adapted to be compressed under certain conditions of operation. The piston has an open upper end closed by means of a socket element 38 engaging one groove in "the piston wall. The central socket portion of element 38 extends into the helix of spring 36 and receives a ball end portion 40 of a rod M adjustably carried by the link 29. As bears against the inner end wall of piston 32, it will be noted that the socket is held inengagement with the snap ring and thus the rod M in its uppermost position during normal operation.

Link 29 may be of any suitable form, such as the rod shown, and is provided with a flattened end portion apertured to receive a pivot element 46 for connection to one corner of the plate 28. The arm 24 has an arcuate slot 48 therein, through which the arm 23 extends, and is formed with a central ear, 49 provided with an opening for the reception of a pin 50 carried intermediate the ends of arm 24. One end of a spiral spring 5| is disposed in a transverse slot in the pin, the other end of the spring being in engagement with an'ofiset portion 52 formed in the arm 23. The spring serves to urge the arms in one direction of, relative movement, it being noted that" the spring is so mounted that during closing movement of the window, it is placed under tension, and, consequently, assists in the opening movement of the window.

as including a window opening l8 adapted to be closed by means of a glass or other transparency 20. ,Mounted interior-1y of the door l8 and below the glass 20 is a cross arm window regulator mechanism indicated generally at 22, and including a pair oi." arms 23 and 24 pivotally connected intermediate their ends, arm 24 having its ends pivoted respectively to a glass re-' tainer 25 and a support 26 carried by the door.

The pivotal connection between .arm 23 and bracket 2'! comprises a cylindrical projection 54 of cupped form centrally apertured at 55 to receive a nut and bolt assembly 56 carried by the arm. The aperture 55 is in the form 01' a slot to permit of adjustment of the arm with respect to the support. Movement of the arm 23 about its pivot 56 is limited by means of a pair of spaced stops 58 and 59 fixed to the bracket 21 and engageable respectively by the upper edge 01' arm 23 and the lower ed e of plate 28.

end of the spring and located The stops are movable valve element 1 between the port 64 and the bore 61 I source of electrical energy and 11 moves the valve element and operating linkage in the event of fluid expansion. Thus, the spring serves to resiliently connect the piston to the arm 23 and permit slight relative movement therebetween.

To the lower end of cylinder BI is secured a conduit or pipe 6| through which the fluid is supplied to the interior of the cylinder below ,"the piston 32. 'a pair of valve mechanisms, illustrated generally The fluid flow is controlled by at 62 in Figure 4, each of which comprises a central cylindrical casing or valve chamber 63, having acombined inlet and outlet port at 64 adapted to be opened or closed by means of a 66 having a longitudinal bore 61, normally urged into closed position by a spring 68 interposed between the valve element bores in the valve eleare provided in the valve element 66 to permit fluid flow therein, portion 14. The end has a tip I secured through an open-chamber of the valve element 65 thereto of rubber or rubber substitute adapted to bear against the seat formed by the inner end 1 of the port 66. Surrounding the casing 63 is a coil or winding ll of suitably insulated wire the ends of which are connected respectively me the ground. Energization of the coil 65 to open position, while spring 68.closes the fvalve upon deenergization of the coil.

of the above valve mechanisms is preftandem by a l'coupling or A pair erabl'y connected in l suitable pipe fitting 80, so that two valves and thus two power units 36 may be supplied with fluid from a single supply -duct 82 in turn connected to a source of supply of fluid. This arrangement permits the valve mechanisms for two windows, for example the windows of the front or rear doors of the vehicle, to be located in a convenient place such as under the vehicle seat.

Referring again to Figure 1,'means are illus-,

trated for supplying power to the cylinder 3|, as

are means'for controlling the supply means, and,

means remote therefrom for energizing or rendering effective the entire system. The power means has been shown as a hydraulic system including a reservoir 98, which need not be a separate reservoir, as the use of the vehicle's brake system reservoir or the crank case of the engine is contemplated as a source of fluid or oil for the present system.

.A pump eluded as an element of the present invention, and, although the type of fluid pump used is immaterial, certain features thereof, as described in co-pending application Serial No. 270,014, filed April 25, 1939, are desirable. As particularly shown in such application, a rotary pump may be preferred because of its particular adaptation to spring 36 being prom of desired characteristics is in use in conjunction with the starting motor for. V. the internal combustion engine of the-vehicle which is employed to drive the pump. The pump pipe 82 leads to the unit 62 and thence to cylinder 65 and a fixed valve member 69also longitudinal- I 1y bored as at 10. The ments are enlarged to receive the spring 66 as 1 shown, the spring tending to the valve elements. The bore III is connected to the conduit 6|, while diagonal ducts I2 normally separate I66 is, therefore, illustrated as operatively connected to a conventional starting motor I62, and is provided with a fluid supply'duct I63 in communicatlon with the reservoir '98, and a conduit I64, suitably branched into any desired number of branches, herein illustrated as two pipes 82 and 84 (Figure 1), each of which is connected to .a control unit in turn coupled to a pair of power units (one for each window) capable of operat-' ing a window of the vehicle. As illustrated, the

3| associated with window 26 in the door I8, and it will be understood that other pipes lead to similar units associated with three other windows of the vehicle (not shown).

A valve, indicated generally at III), is directly associated with and forms a part of the pump I06 for the purpose of controlling the fluid flow during operation of the latter. It will be understood that the pump and valve may be separate units suitably interconnected if desired, rather than a unitary structure. valve is illustrated as comprising a generally cylindrical casing portion H2 formed integrally with pump casing -I|3 mounted at the forward end of starting motor I62. Casing H2 is formed with a port providing communication with the reservoir 96 through duct I63.

Further details of the pump and valve arrange ment are found in the above mentioned co-pending application, and it is therefore believed that further description is unnecessary, except to mention that the pump and valve is capable of causing a flow of fluid in both directions in duct I64 so that the'fluid may be supplied to and withdrawn from the power units through pipes The means for controlling the position of the valve member III], as well as the operation of the power units, will now be described. In Figure 1 has been illustrated an electrical circuitv which includes the starting motor energizing circuit, as well as means for energizing the starting motor independently of depressing the starter pedal. Associated with the starter motor I62 is a combined mechanical and electrical switch indicated at I66.

The switch I66 may be closed manua ly by depression of a spring tensioned plunger I6I, or

it may be closed electrically by energization of a plunger |6I carrying a contact bar I68 into engagement with a pair of contact elements for completing the circuit from a battery I'III to the starting motor. Obviously, if the motor I62 is to be used to supply power to operate the windows of the vehicle, additional means are required to energize the motor so that'the driving connection between the starter motor and the engine will not be established at times when it is desired to regulate the windows.

' In accordance with standard automotive practice, a single wire system is used to control the organization of the present invention, all cir- This flow control manipulation by the operator of the vehicle as onthe dash l4, and may be of any suitable construction, preferably provided with a plurality I of spaced contacts or binding posts to which certain of the wires'of the present circuit are connected. As illustrated, the switch mechanism may be enclosed in a suitable box I" within which are carried four or more independently operable switch elements for controlling respectively each of the four or more windows of the vehicle. Each of the switch elements is yieldingly held in a neutral position from which the switch. is moved upwardly to energize a circuit to close the window and downwardly to energize a circuit to open the window.

f The switch I'll has one binding post connected'by a lead I90 to one side of the solenoid I", the other side of the solenoldbeing connected by lead [9| to a suitable ground I92. Another binding post is connected by means of a lead I91 to one side of the coil in the control unit 62,

the circuit being'completed by suitably grounding the other end of the coil, as will be readily understood. Still another contact is connected to the battery lit by means of a lead I", while a fourth contact is connected by a lead "I to one side of a solenoid coil 202 associated with the flow control valve llll, the other side of the coil being suitably grounded.

The contacts in switch Ill are preferably so arranged that upon upward movement of the switch element, the system is energized to close the window, while downward movement of the switch element initiates opening movement of the window. The flow control valve H0 is so constructed and arranged that downward movement of the switch element connects the solenoid 202 into the circuit to move the valve member into position to permit the pump I" to withdraw fluid from the power units 30. Upward movement of the switch element disconnects solenoid 202 from the circuit to permit the valve to move into position to reverse the direction of fluid flow. Thus, it will be noted that when the windows are to be opened, the solenoid 202 and the desired valve energizing coil 11 are concurrently energized to permit free withdrawal of fluid from the cylinder SI. On the other hand, when it is desired to close a window, only the'selected coil 11 is energized to open the valve to the cylinder 3|, as valve III is in position to pass fluid from the pump to the power unit.

From the foregoing it will be apparent that one feature of the invention resides in the compensation for expansion of the fluid in the power cylinder associated with each of the windows which might otherwise damage or injure the associated parts. Another feature resides in the arrange- .ment of the power unit control .valve mechanism, so that but a single conduit or connection is provided between the power-unit and thecontrol valve. Thus, the number of. flexible connections to the door structure is reduced to a minimum which militates against damage to electrical wiring, for example, as no electrical connections are required to pass through the door. The entire structure and arrangement has been designed from the standpoint of simplicity of construction, and ease of operation and assembly. Although the embodiment of the invention has been described particularly in connection with the operation of automobile windows, item be used to advantage in other places where parts are to be adjusted to and fro.

Various changes and modifications may be made in the present disclosure, particularly in the arrangement and location of the power unit control valve mechanism, without departing from the spirit of the present invention.

What I claim is: I

1. The combination with a movable window having operating linkage associated therewith. of a power cylinder operatively connected to said linkage and comprising a casing, a piston in said casing, means to supply fluid to said casing and piston to cause relative movement therebetween, a resiliently mounted socket member in said piston, and a rod having an end portion universally coupled to said socket member, said socket member being movable with respect to said piston in response to an abnormal force to permit relative movement between said rod and piston.

2. The combination with a movable window having operating linkage associated therewith, of a power cylinder operatively connected to said linkage and comprising a casing, an open ended piston in said casing, means to supply fluid to said casing and piston to cause relative movement therebetween', a movable socket member in the open end of said piston, a rod forming part of said linkage and having a ball end received in said socket member, and a helical spring in said piston to normally locate said socket element in said piston, said spring being yieldable in response to an abnormal force to permit relative movement between said rod and said piston.

JOHN B. PARSONS. 

